As companies begin to compete supply chain to supply chain, the barriers will be removed; everyone no matter how far up or down the chain will be expected to be ready to respond to customers' demands.
In simpler times, manufacturers were content to be seamlessly connected with just the parties a link or two away in the supply chain—typically the warehouse and the retailer. But soon that will no longer be enough. As companies begin to compete supply chain to supply chain, the barriers will be removed; everyone—no matter how far up or down the chain—will be expected to be ready to respond to customers' demands. The instant a package of diapers is scanned at, say, a Target or Wal-Mart store, data on the purchase will reverberate through the chain, notifying the buyers, the warehouse, the manufacturer and suppliers all the way back to the plants that make the Triple Leak Shields. Each one will need to be poised and ready to react. It's a future that requires new skills and a new focus. Kimberly-Clark Corp. is at the forefront of this new way of competing. In fact, this is where it's staking its future.
That's why we're focusing our activities on creating capabilities—products, processes and tools— that will ensure leadership for both ourselves and our supply chain partners. Kimberly-Clark defines a successful supply chain as one that leverages the integration between key trading partners to create processes and capabilities that enable us to be first to market with our products at the lowest total delivered cost.
Together we make decisions on minimizing total supply chain costs. In this collaborative model, world-class supply is recognized as a key process for the organization.
We believe that such leadership has to start at the top. At Kimberly-Clark, the CEO, CFO and CIO all understand the enablers of and the obstacles to an efficient supply chain. They also recognize that the supply chain is an integral part of the marketing mix. In an environment characterized by short product life cycles and a dynamic competitive landscape, business leaders are increasingly relying on the supply chain to deliver results. For instance, our diapers undergo two major product improvements per year.Managing these dynamic changes requires a supply chain that is synchronized from source to consumer.
The link between corporate and logistics strategy is iterative. First, the corporate strategy has to be set, with an understanding of what is physically possible in the supply chain. Second, a logistics or supply chain strategy has to be developed that will enable and support the corporate strategy. Changes in one will affect the other. Failure to align the strategies will lead to chaos.
Our goal in the Consumer Logistics groups is to support the top- and bottom-line growth objectives for both Kimberly-Clark and our customers. To do so, we must drive changes in our business processes, systems and organizational structure to take the performance of Kimberly-Clark's supply chain to "best of class" in our industry. This requires us to make decisions as a supply chain and work in concert with our trading partners.
We are addressing this challenge in a variety of ways. Currently we have eight elements that support this strategy. A brief description of the following three elements illustrates our focus.
Process mapping. Process mapping provides insight into total supply chain costs. Kimberly-Clark has also deployed customer-focused resources to gain a more in-depth understanding of its customers' business strategies and cost drivers by using this technique. Through these relationships we also gained trust, which is a huge benefit when you're trying to drive change in the supply chain.
The first step is to map our "as is" processes and see how they align with our overall corporate and supply chain strategies. Through this we identify disconnects in the current process. The team then develops the "should" process to eliminate disconnects and identify opportunities to achieve a "step change" in performance. We used this process to address an accounts payable issue with one of our key vendors. As a result of mapping the process and correcting disconnects, invoice backlogs are down by 35 percent.
It's worth noting that not all processes are the same. Each process has to take into account the customer's individual needs. And the level of analysis of each process can vary. For instance, macro level process maps for two customers may look very similar. However, as we get closer to the details of exactly how we are going to integrate our processes, we often find significant differences between customers.
Activity-based costing. Using activitybased costing (ABC) and benchmarking (internal and external) for our customer replenishment process was key in identifying opportunities to stamp out inefficient practices. We developed our initial costing model over seven years ago and continue to refine it. To date we have saved over $40 million through opportunities identified using information from our ABC model. Our next step is to partner with a customer to develop an integrated ABC/ABM (activity-based management) model to drive results.
In many cases, it's the simple things that drive up costs in a supply chain. By using ABC information, conducting an economic order quantity analysis and sharing best practices, we identified more than $800,000 of total supply chain cost savings with one of our key customers. The two teams recommended some changes in economic order multiples and the elimination of pallets along with changes in receiving practices and equipment. On our side we reduced loading labor and the cost of pallets. The customer, which backhauled our product to its DCs, gained larger pick-up allowances (based on cubes per truck), cut transport costs and reduced order processing costs. It is these types of wins that help us cut total logistics costs and deliver the product to the shelf more efficiently.
While we certainly want to minimize our costs, we also have to realize that at times it's more efficient for us to bear that burden. As an example, some of our customers asked that we establish a direct store delivery program to support a promotional event. It cost us more to do it but was more efficient than sending the product through their systems. As in any partnership, sometimes you have to invest for the long term.
Promotional event collaboration. As a contributing member of the committee that developed the collaborative planning, forecasting and replenishment (CPFR) process, we have long recognized the importance of collaboration in aligning and synchronizing demand signals. One of our key areas of focus is promotional event collaboration. Promotional events often make or break supply chain performance. The volume lift coupled with the collapsed time frame make accurate forecasting and a detailed replenishment strategy crucial to success.
Agreeing to price points, volume lift assumptions and replenishment plans sounds simple, but often trading partners remain out of synch. Our CPFR team developed processes and tools to improve event planning. By using this process, we improved event forecasting accuracy and post-ad in-stock levels by 10 percent for several of our largest customers. This means products on the shelf when needed, which leads to better sales.
As for the future, Kimberly-Clark foresees a continued focus on challenging the way we manage our supply chain to drive down costs while improving performance. Increased responsiveness and better information will fuel this effort. We're driving process development and customer partnerships to achieve improvement in these areas.
The Port of Oakland has been awarded $50 million from the U.S. Department of Transportation’s Maritime Administration (MARAD) to modernize wharves and terminal infrastructure at its Outer Harbor facility, the port said today.
Those upgrades would enable the Outer Harbor to accommodate Ultra Large Container Vessels (ULCVs), which are now a regular part of the shipping fleet calling on West Coast ports. Each of these ships has a handling capacity of up to 24,000 TEUs (20-foot containers) but are currently restricted at portions of Oakland’s Outer Harbor by aging wharves which were originally designed for smaller ships.
According to the port, those changes will let it handle newer, larger vessels, which are more efficient, cost effective, and environmentally cleaner to operate than older ships. Specific investments for the project will include: wharf strengthening, structural repairs, replacing container crane rails, adding support piles, strengthening support beams, and replacing electrical bus bar system to accommodate larger ship-to-shore cranes.
Commercial fleet operators are steadily increasing their use of GPS fleet tracking, in-cab video solutions, and predictive analytics, driven by rising costs, evolving regulations, and competitive pressures, according to an industry report from Verizon Connect.
Those conclusions come from the company’s fifth annual “Fleet Technology Trends Report,” conducted in partnership with Bobit Business Media, and based on responses from 543 fleet management professionals.
The study showed that for five consecutive years, at least four out of five respondents have reported using at least one form of fleet technology, said Atlanta-based Verizon Connect, which provides fleet and mobile workforce management software platforms, embedded OEM hardware, and a connected vehicle device called Hum by Verizon.
The most commonly used of those technologies is GPS fleet tracking, with 69% of fleets across industries reporting its use, the survey showed. Of those users, 72% find it extremely or very beneficial, citing improved efficiency (62%) and a reduction in harsh driving/speeding events (49%).
Respondents also reported a focus on safety, with 57% of respondents citing improved driver safety as a key benefit of GPS fleet tracking. And 68% of users said in-cab video solutions are extremely or very beneficial. Together, those technologies help reduce distracted driving incidents, improve coaching sessions, and help reduce accident and insurance costs, Verizon Connect said.
Looking at the future, fleet management software is evolving to meet emerging challenges, including sustainability and electrification, the company said. "The findings from this year's Fleet Technology Trends Report highlight a strong commitment across industries to embracing fleet technology, with GPS tracking and in-cab video solutions consistently delivering measurable results,” Peter Mitchell, General Manager, Verizon Connect, said in a release. “As fleets face rising costs and increased regulatory pressures, these technologies are proving to be indispensable in helping organizations optimize their operations, reduce expenses, and navigate the path toward a more sustainable future.”
Businesses engaged in international trade face three major supply chain hurdles as they head into 2025: the disruptions caused by Chinese New Year (CNY), the looming threat of potential tariffs on foreign-made products that could be imposed by the incoming Trump Administration, and the unresolved contract negotiations between the International Longshoremen’s Association (ILA) and the U.S. Maritime Alliance (USMX), according to an analysis from trucking and logistics provider Averitt.
Each of those factors could lead to significant shipping delays, production slowdowns, and increased costs, Averitt said.
First, Chinese New Year 2025 begins on January 29, prompting factories across China and other regions to shut down for weeks, typically causing production to halt and freight demand to skyrocket. The ripple effects can range from increased shipping costs to extended lead times, disrupting even the most well-planned operations. To prepare for that event, shippers should place orders early, build inventory buffers, secure freight space in advance, diversify shipping modes, and communicate with logistics providers, Averitt said.
Second, new or increased tariffs on foreign-made goods could drive up the cost of imports, disrupt established supply chains, and create uncertainty in the marketplace. In turn, shippers may face freight rate volatility and capacity constraints as businesses rush to stockpile inventory ahead of tariff deadlines. To navigate these challenges, shippers should prepare advance shipments and inventory stockpiling, diversity sourcing, negotiate supplier agreements, explore domestic production, and leverage financial strategies.
Third, unresolved contract negotiations between the ILA and the USMX will come to a head by January 15, when the current contract expires. Labor action or strikes could cause severe disruptions at East and Gulf Coast ports, triggering widespread delays and bottlenecks across the supply chain. To prepare for the worst, shippers should adopt a similar strategy to the other potential January threats: collaborate early, secure freight, diversify supply chains, and monitor policy changes.
According to Averitt, companies can cushion the impact of all three challenges by deploying a seamless, end-to-end solution covering the entire path from customs clearance to final-mile delivery. That strategy can help businesses to store inventory closer to their customers, mitigate delays, and reduce costs associated with supply chain disruptions. And combined with proactive communication and real-time visibility tools, the approach allows companies to maintain control and keep their supply chains resilient in the face of global uncertainties, Averitt said.
Bloomington, Indiana-based FTR said its Trucking Conditions Index declined in September to -2.47 from -1.39 in August as weakness in the principal freight dynamics – freight rates, utilization, and volume – offset lower fuel costs and slightly less unfavorable financing costs.
Those negative numbers are nothing new—the TCI has been positive only twice – in May and June of this year – since April 2022, but the group’s current forecast still envisions consistently positive readings through at least a two-year forecast horizon.
“Aside from a near-term boost mostly related to falling diesel prices, we have not changed our Trucking Conditions Index forecast significantly in the wake of the election,” Avery Vise, FTR’s vice president of trucking, said in a release. “The outlook continues to be more favorable for carriers than what they have experienced for well over two years. Our analysis indicates gradual but steadily rising capacity utilization leading to stronger freight rates in 2025.”
But FTR said its forecast remains unchanged. “Just like everyone else, we’ll be watching closely to see exactly what trade and other economic policies are implemented and over what time frame. Some freight disruptions are likely due to tariffs and other factors, but it is not yet clear that those actions will do more than shift the timing of activity,” Vise said.
The TCI tracks the changes representing five major conditions in the U.S. truck market: freight volumes, freight rates, fleet capacity, fuel prices, and financing costs. Combined into a single index indicating the industry’s overall health, a positive score represents good, optimistic conditions while a negative score shows the inverse.
Specifically, the new global average robot density has reached a record 162 units per 10,000 employees in 2023, which is more than double the mark of 74 units measured seven years ago.
Broken into geographical regions, the European Union has a robot density of 219 units per 10,000 employees, an increase of 5.2%, with Germany, Sweden, Denmark and Slovenia in the global top ten. Next, North America’s robot density is 197 units per 10,000 employees – up 4.2%. And Asia has a robot density of 182 units per 10,000 persons employed in manufacturing - an increase of 7.6%. The economies of Korea, Singapore, mainland China and Japan are among the top ten most automated countries.
Broken into individual countries, the U.S. ranked in 10th place in 2023, with a robot density of 295 units. Higher up on the list, the top five are:
The Republic of Korea, with 1,012 robot units, showing a 5% increase on average each year since 2018 thanks to its strong electronics and automotive industries.
Singapore had 770 robot units, in part because it is a small country with a very low number of employees in the manufacturing industry, so it can reach a high robot density with a relatively small operational stock.
China took third place in 2023, surpassing Germany and Japan with a mark of 470 robot units as the nation has managed to double its robot density within four years.
Germany ranks fourth with 429 robot units for a 5% CAGR since 2018.
Japan is in fifth place with 419 robot units, showing growth of 7% on average each year from 2018 to 2023.